CA1090218A - Methods for controlling intake gas introduced into internal combustion engines - Google Patents
Methods for controlling intake gas introduced into internal combustion enginesInfo
- Publication number
- CA1090218A CA1090218A CA316,544A CA316544A CA1090218A CA 1090218 A CA1090218 A CA 1090218A CA 316544 A CA316544 A CA 316544A CA 1090218 A CA1090218 A CA 1090218A
- Authority
- CA
- Canada
- Prior art keywords
- control valve
- engine
- accordance
- intake passage
- intake
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 39
- 238000000034 method Methods 0.000 title claims abstract description 21
- 239000000446 fuel Substances 0.000 description 20
- 239000007789 gas Substances 0.000 description 12
- 230000009471 action Effects 0.000 description 8
- 239000000203 mixture Substances 0.000 description 5
- 239000000567 combustion gas Substances 0.000 description 4
- 230000003247 decreasing effect Effects 0.000 description 4
- 235000002020 sage Nutrition 0.000 description 4
- 230000000694 effects Effects 0.000 description 3
- 230000007246 mechanism Effects 0.000 description 3
- 230000004044 response Effects 0.000 description 3
- 230000002411 adverse Effects 0.000 description 2
- 230000006872 improvement Effects 0.000 description 2
- 238000002347 injection Methods 0.000 description 2
- 239000007924 injection Substances 0.000 description 2
- 238000011144 upstream manufacturing Methods 0.000 description 2
- 208000036366 Sensation of pressure Diseases 0.000 description 1
- 238000013459 approach Methods 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 230000009194 climbing Effects 0.000 description 1
- 150000001875 compounds Chemical class 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 239000002245 particle Substances 0.000 description 1
- 230000000644 propagated effect Effects 0.000 description 1
- 239000012858 resilient material Substances 0.000 description 1
- 230000002226 simultaneous effect Effects 0.000 description 1
- 238000013517 stratification Methods 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/10242—Devices or means connected to or integrated into air intakes; Air intakes combined with other engine or vehicle parts
- F02M35/10255—Arrangements of valves; Multi-way valves
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B31/00—Modifying induction systems for imparting a rotation to the charge in the cylinder
- F02B31/08—Modifying induction systems for imparting a rotation to the charge in the cylinder having multiple air inlets
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/104—Intake manifolds
- F02M35/108—Intake manifolds with primary and secondary intake passages
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
- F02B75/18—Multi-cylinder engines
- F02B2075/1804—Number of cylinders
- F02B2075/1816—Number of cylinders four
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
- F02B2275/18—DOHC [Double overhead camshaft]
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/10091—Air intakes; Induction systems characterised by details of intake ducts: shapes; connections; arrangements
- F02M35/10111—Substantially V-, C- or U-shaped ducts in direction of the flow path
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/10209—Fluid connections to the air intake system; their arrangement of pipes, valves or the like
- F02M35/10216—Fuel injectors; Fuel pipes or rails; Fuel pumps or pressure regulators
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/104—Intake manifolds
- F02M35/112—Intake manifolds for engines with cylinders all in one line
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
Abstract
ABSTRACT OF THE DISCLOSURE
Method for controlling intake gas in an internal combustion engine which includes main intake passage means leading to combustion chamber means through intake port means, auxiliary intake passage means connected with the main intake passage means adjacent to the intake port means through opening means directed toward the combustion chamber means, manually controlled throttle valve means provided in the auxiliary intake passage means, and control valve means pro-vided in the main intake passage means and adapted to be actuated between minimum and maximum opening positions in accordance with load on the engine, the method being character-ized by maintaining the minimum opening position of the control valve means throughout idling and light load operations of the engine and rapidly opening the control valve means when-ever engine load has been increased beyond a predetermined value to thereby move the control valve means to the maximum opening position at least under a heavy load engine operation.
Method for controlling intake gas in an internal combustion engine which includes main intake passage means leading to combustion chamber means through intake port means, auxiliary intake passage means connected with the main intake passage means adjacent to the intake port means through opening means directed toward the combustion chamber means, manually controlled throttle valve means provided in the auxiliary intake passage means, and control valve means pro-vided in the main intake passage means and adapted to be actuated between minimum and maximum opening positions in accordance with load on the engine, the method being character-ized by maintaining the minimum opening position of the control valve means throughout idling and light load operations of the engine and rapidly opening the control valve means when-ever engine load has been increased beyond a predetermined value to thereby move the control valve means to the maximum opening position at least under a heavy load engine operation.
Description
The present invention relates to internal combustion engines and more particularly to methods for controlling intake gas introduced into internal combustion engines.
More specifically, the present invention relates to method S for controlling intake gas in internal combustion engines having a main intake passage as well as an auxiliary intake passage which is connected with the main in~ake pas.~age in the vicinity of the intake port through an openin~ of relatively small cross-sectional area.
Conventionally known internal combustion engines includes several types o engines having an auxiliary intake passage connected with a main intake passage - through a relatively small opening provided in the vicinity of the intake port. It should be noted, however, that such known types of engines are so designed that the auxiliary intake passage is utilized to provide a stratified mixture charge or to provide a supply of fuel in low temperature start or in light load operation of the engine without having the fuel deposited on the wall surface of the intake passage.
It is an object of the present invention to provide a method for controlling the intake gas through the intake passages of the aforementioned type of engine so that the auxiliary intake passage is used to improve combustion even under a loaded operation.
Another object of the present invention is to provide a method for controlling the intake gas of an internal combustion engine with which fuel economy is signi~icantly improved whil~ ensuring a stable and ~mooth operation of the engine.
According to the present invention, in order to accomplish the above and other objects, there is provided a method for controlling intake gas in an internal combustion engine which includes main intake passage means leading to combustion chamber means through intake port means, auxiliary intake passage mean~ connected with the main intake pa~sage means adjacent to the intake port means through opening means directed towaxd the combustion chamber means, manually controlled throttle valve means provided in said auxiliary intake passage means, and c'ontrol valve means provided in said main intake passage means and adapted to be actuated between minimum and -15 maximum opening positions in accordance with load on the engine, ~aid method being characterized by maintaining said minimum opening position of the control valve means throughout idling and light load operations of the engine and rapidly opening the control valve means whenever ,engine load has been increased beyond a predetermined value to thereby move the control valve means to the maximum opening position at least under a heavy load engine operation.
According to the method in accordance with the present invention, the intake gas is introduced, under the idling and light load operation and possibly under a medium load operation, into the combustion chamber means through the relatively narrow opening means in the
More specifically, the present invention relates to method S for controlling intake gas in internal combustion engines having a main intake passage as well as an auxiliary intake passage which is connected with the main in~ake pas.~age in the vicinity of the intake port through an openin~ of relatively small cross-sectional area.
Conventionally known internal combustion engines includes several types o engines having an auxiliary intake passage connected with a main intake passage - through a relatively small opening provided in the vicinity of the intake port. It should be noted, however, that such known types of engines are so designed that the auxiliary intake passage is utilized to provide a stratified mixture charge or to provide a supply of fuel in low temperature start or in light load operation of the engine without having the fuel deposited on the wall surface of the intake passage.
It is an object of the present invention to provide a method for controlling the intake gas through the intake passages of the aforementioned type of engine so that the auxiliary intake passage is used to improve combustion even under a loaded operation.
Another object of the present invention is to provide a method for controlling the intake gas of an internal combustion engine with which fuel economy is signi~icantly improved whil~ ensuring a stable and ~mooth operation of the engine.
According to the present invention, in order to accomplish the above and other objects, there is provided a method for controlling intake gas in an internal combustion engine which includes main intake passage means leading to combustion chamber means through intake port means, auxiliary intake passage mean~ connected with the main intake pa~sage means adjacent to the intake port means through opening means directed towaxd the combustion chamber means, manually controlled throttle valve means provided in said auxiliary intake passage means, and c'ontrol valve means provided in said main intake passage means and adapted to be actuated between minimum and -15 maximum opening positions in accordance with load on the engine, ~aid method being characterized by maintaining said minimum opening position of the control valve means throughout idling and light load operations of the engine and rapidly opening the control valve means whenever ,engine load has been increased beyond a predetermined value to thereby move the control valve means to the maximum opening position at least under a heavy load engine operation.
According to the method in accordance with the present invention, the intake gas is introduced, under the idling and light load operation and possibly under a medium load operation, into the combustion chamber means through the relatively narrow opening means in the
2~8 auxiliary passage means and produces in the combustion chamber means an intense swirl and turbulence so that fuel i5 intimately mixed with air without producing stratification and combustion flame is rapidly propagated to provide a significantly improved combustion of the fuel. When the method of the present invention is applied to an automobile engine which is operated in wide ranges of load and speed, it is possible to obtain a significantly improved fuel economy.
Preferably, the control valve means is controlled by the intake suction pressure. For example, the control valve means may be maintained in the closed position under - the intake suction pressure greater than -~50 mmHg, such suction pressure being produced un2er the idling or light load engine operation. With the intake suction pressure between -130 and -450 mmHg, the opening of the control valve means may be controlled in accordance with a change in the pressure, however, with the suction pressure smaller than -130 mmHg, for example under a heavy load operation, the control valve means is rapidly moved to the maximum opening position.
The above and other objects and features o the present invention will become apparent from the following descriptions of a preferred embodiment taking reference to the accompanying drawings, in which;
Figure 1 is a vertical sectional view of an internal combustion engine designed for performing the method of the present invention;
Fi~ure 2 is a sectional view taken substantially along the line II-II in Figure 1, Figure 3 is an enlarged view speci~ically showing the control valve and the actuator therefor, .:. Figure 4 (a) and (b) are enlarged views of parts shown in Figure 2, Figure 5 i5 a sectional view taken substantially taken along the line V-V in F'igure l;
Figure 6 (a) and (b) show modi.~ications of the intake ~0 passage arrangements, Figure 7 is a sectional view of another type of engine in which the method of the present invention can also be embodied;
Figure 8 is a sectional view of a further engine in which the method of the present invention can be embodied, '~5 Figure 9 is a sectional view showing operations of valves, Figure 10 is a sectional view taken along the line X-X
in Figure 9;
Figure 11 is a plan view of the engine shown in Fi~ure 10;
.;`0 Figure 12 is a fragmentary side view of the engine shown in Figure 10;
Figur~ 13 and 14 show diagrams explaining the operation of the engine; and Figures 15(a) and (b) show in detail the actuating mechanism for the control valve.
Referring now to the drawings, particularly to Figures 1 through 5, there is shown an internal combustion engine 1 including a cylinder block 2 and a cylinder head --S--
Preferably, the control valve means is controlled by the intake suction pressure. For example, the control valve means may be maintained in the closed position under - the intake suction pressure greater than -~50 mmHg, such suction pressure being produced un2er the idling or light load engine operation. With the intake suction pressure between -130 and -450 mmHg, the opening of the control valve means may be controlled in accordance with a change in the pressure, however, with the suction pressure smaller than -130 mmHg, for example under a heavy load operation, the control valve means is rapidly moved to the maximum opening position.
The above and other objects and features o the present invention will become apparent from the following descriptions of a preferred embodiment taking reference to the accompanying drawings, in which;
Figure 1 is a vertical sectional view of an internal combustion engine designed for performing the method of the present invention;
Fi~ure 2 is a sectional view taken substantially along the line II-II in Figure 1, Figure 3 is an enlarged view speci~ically showing the control valve and the actuator therefor, .:. Figure 4 (a) and (b) are enlarged views of parts shown in Figure 2, Figure 5 i5 a sectional view taken substantially taken along the line V-V in F'igure l;
Figure 6 (a) and (b) show modi.~ications of the intake ~0 passage arrangements, Figure 7 is a sectional view of another type of engine in which the method of the present invention can also be embodied;
Figure 8 is a sectional view of a further engine in which the method of the present invention can be embodied, '~5 Figure 9 is a sectional view showing operations of valves, Figure 10 is a sectional view taken along the line X-X
in Figure 9;
Figure 11 is a plan view of the engine shown in Fi~ure 10;
.;`0 Figure 12 is a fragmentary side view of the engine shown in Figure 10;
Figur~ 13 and 14 show diagrams explaining the operation of the engine; and Figures 15(a) and (b) show in detail the actuating mechanism for the control valve.
Referring now to the drawings, particularly to Figures 1 through 5, there is shown an internal combustion engine 1 including a cylinder block 2 and a cylinder head --S--
3. In the cylinder block 2, there are formed a plurality of cylinder bores 2a, only one of which is shown in Figure 1. In each of the cylinder bores 2a, there is disposed a piston 4 which is slidable in the bore 2a and defines a combustion chamber 5 with the cylinder block 2 and the cylinder head 3. Each of the combustion chambers 5 is connected with an exhaust passage 6 through an exhaust port adapted to be controlled by an exhaust valve 7 and also with a main intake passage 8 through an intake port adapted to be controlled by an intake valve 9. Valve opexating mechanisms are of conventional types so that they will not be described further.
Along the main intake passage 8, there is provided an auxiliary intake passage 11 which is connected at one end lS with the main intake passage 8 in the vicinity of the intake valve 9 through an opening directed toward the combustion chamber 5. The auxiliary intake passage 11 has a manually controlled throttle valve 12. The main intake valve 13 in turn has a control valve 13 which is adapted to be controlled in accordance with the load on the engine.
The control valve 13 has a shaft 13a which is secured to an actuating arm 13b connected through a rod 14 with a diaphragm device 15. As shown in Figure 3, the diaphragm device 15 is comprised of a casing 15a and a diaphragm 15b for dividing the inside of the casing 15a into a suction . pressure chamber 15c and an atmospheric pressure chamber 15d. The suction pressure chamber 15c is connected . . . ~ . ,,,, ~ .
through a passa~e 16 with the au~iliary inta'ke passaye 11 down-stream of the throttle valve 12 so that the chamber 15c is applled with an intake suction pressure. The atmospheric pressure chamber 15d is connected through a duct 17 with a pressure responsive switching valve 18 which has a single port 22 subjected to the in-take suction pressure applied through a ,passage 16 and function9 to connect the duct 17 to a suction pressure port 18a when the engine i9 stationary or under a heavy load operation, and to an atomspheric pressure port 18b under a light and medium load engine operations including an idling operation.
The suction pressure port 18a ls connected through a check valve 19 with the auxiliary intake passage 11 in the vicinity of the end adjacent to the cyllnder block 2. It should therefore be noted that the control valve 13 is maintained in the closed position when the suction pressure is greater than -450 l~mHg as shown in Figure 14. As the intake suction pressure is weakened in response to an increase in the engine load, the position of the control valve 13 is determined in accordance with the suction pressure and, when the throttle valve 12 is opened to or close to the full open position, the pressure responsive switching valve 18 is operated due to a decrease in -the intake suction pres-sure so that the duct 17 leacling to the atmospheric pressure chamber chamber 15d is disconnected from the port 18b and connected to the suction pressure port 18a. Thus, the suction pressure is ~ 0;218 now applied to the atmospheric pressure chamber 15d so that the diaphragl5b is moved under the action of a spring 15g to force the control valve 13 to the full open position. It is of course possible to adopt any means other than that described above for controlling the valve 13 in the manner as shown in Figure 14. For example, a conventional diaphragm device such as the one shown in Figure 15(al may be employed with the spring 15g having a non-linear spring coefficient. Any means may be adopted for providing such non~linear spring coefficient. For ilstance, the spring may be o~ a non-uniform pitch or of a non-uniform diameter. In the mechanism shown in Figure 15, a linkage is provided to attain a desired property.
Thus, the arm 13b is associated with a coil spring 13c --15 which cooperate with the spring 15g. The spring 13c has one end` connected with a stopper 10 and the other end connected with the arm 13b 50 that it is moved in response to the movement of the arm 13b across the axis 13a of the arm 13b. It should therefore be noted that the spring 13c functions to bias the arm 13b in counterclockwise direction when said other end is in the left side of the line L-L in Figure 15(b) but in clockwise direction when the other end is in the right side of the line L-L. Thus, when the suction pressure downstream of the throttle valve i5 between -130 and -450 mmHg in the example of Figure 14, the other end of the spring 13c i~ located at the left side of the line L-L under the action of the diaphragm 15b so that the action of the spring 15g on the valve 13 is decreased by the action of the spring 13c.
As the engine load is increased so that the suction pressure is weakened as small as -130 mmHg, the other end of the coil spring is moved from the left side to the riqht side of the line L-L so that the action of the spring 13c is added to the action of the spring 15g whereby the control valve 13 is rapidly opened with a very small decrease of the intake suction pressure. The position of the arm 13b i5 shown in Figure 15(b) by a phantom line.
Referring now to the relationship between the main and auxiliarv intake passages 8 and 11, it will be noted that the auxiliary intake passage 11 is comprised of a nozzle portion lla of a small cross-sectional area which is provided for each cylinder bore 2a, a distribution pa~sage llb connected with the nozzle portions lla and extending in parallel with the direction of the row of the cylinder bores and an inlet portion llc connected with the distribution passage llb and opened to atmosphere through a flowmeter 23 for measuring the flow of the intake air. As shown in Figure 1, the throttle valve 12 is disposed in a valve barrel 20 which is connected with the flowmeter 23 through a connecting pipe 24 made of a resilient material such as rubber.
The main intake passage 8 is connected at its end upstream of the control valve 13 with the auxiliary intake passaqe 11 at a portion downstream of the throttle valve 12. The control valve 13 does not have a substantial z~
effec~ on the amount o~ intake air bUt its pri.maxy function is to con~rol the air through the auxiliary intake passage 11. The control valve 13 is disposed in a valve barrel 43 which has a port 16a for taking out the intake suction pressure downstream of the throttle valve 12 and a passage 51 for introducing recirculated combustion gas from the exhau~t passage 6.
The main intake passage 8 has an expansion chamber 8a which also functions as an intake manifold and is located downstream of the control valve 13. The expansion chamber orimanifold 8a is connected with an intake passage block 8b which has internal passages respectively leading to the combustion chambers 5 and is integrally formed with the aforementioned distributing portion llb of the auxiliary intake passage 11. On the block 8b, there are mounted fuel injection nozzles 25 which are provided one for each combustion chamber 5 although only one is shown in Figure 1.
Referring to Figures 1 and 2, it will be noted that the combustion chamber 5 is of a two-lobed configuration which is known a3 being effective to provide a suish for intensifying the turbulence of gas in the combustion chamber. However, as shown in Figures 4 (a) and ~b), the squish area may be partly omitted in the area located in the direction of discharge from the nozzle portion lla so that the speed of the intake ga3 from the nozzle portion lla is not lessoned or decreased by abutting to the squish area. Where the ignition plug 26 i3 located as (3~8 shown in Figure 4(b), the intake mixture introduced through the intake por~ into the combusiton chamber 5 is circulated counterclockwise as shown by an arrow along the surface of the exhaust valve which is now in high temperature, whereby the fuel particles in the miY.~ure is heated and atomiæed by the exha~st valve 7 before it reaches the ignition plug 26. Thus, the mixture can be ignited without fail and moreover uniform mixing of fuel and air can be established throughout the combustion chamber.
The present invention is not limited to an application to the fuel injection ~ype engine described above but can be equally applied to a normal carburetor type engine.
Referring to Figure 7, there is shown an engine 1 which is lS identical in construction to the engine previously described except the intake system. The engine 1 shown therein comprises an intake system including an intake manifold 41 and a carburetor 42 between which a valve ~arrel 43 for the ~ontrol valve 13.
The carburetor 42 is of a compound type having an upper barrel 42a and a lower barrel 42b which are formed with a primary passage 44 having a manually controlled primary throttle valve 12 and a secondary passage 45 having a secondary throttle valYe 12s. In the primary passage 44, there is provided a choke valve 46 and the passage~ 44 and 45 have fuel nozzles 47. The valve barrel 43 i~ formed with a passage 51 which is adapted to receive combustion gas recirculated from the exhaust passage 6 through an exhaust ga~ recirculation control valve 52. The valve 52 includes a valve section 53 and an actuating section 54, and the actuating section 54 is connected throuyh a passage 55 with a suction pressure ~ource 56.
The suction pressure source 56 is so connected that it receives a suction pres~ure through a check valve 56a. In the passage 55, there is provided a control valve 57 which may be of a known type usually referred to as "EGR
amplifier" and adapted to be operated by signals pressure transmitted through passages 58 and 59. The valve 5~
functions to open the passage 55 in accordance with the pressure signal from the passage 58 so that the valve 52 ls opened except the idling and heavy load operation.
Further, the valve 57 functions to control the opening of the passage 55 and therefore the opening of the valve 52 in accordance with the pre~suxe signal through the passage 59 to thereby requlate the amount of the recirculated combustion gas. The exhaust gas recirculation is not new but it ~hould be noted that the amount of the recirculated combustion gas be controlled in accordance with the operation of the control valve 13.
Figures 6 (a) and (b) show arrangements wherein the distance between the throttle valve 12 and the control valve 13 is decreased so that any increase of the length of the intake system can be avoided. In the arrangements~
the valves 12 and 13 are partially superposed with each other when the both valves are in full open positions. In the arrangement of Figure 6 (a), the valves 12 and 13 have shafts which are transversely offset one from the other, however, in the arrangement of Figure 6 (b), there i5 no such offset.
Referring now to Figure 8 showing another embodiment of the present invention, the engine shown therein i~
distinguishable from the engine shown in Figure 1 in that the main intake passage 8 has an upstream end completely separated from the auxiliary intake passage 11. Thus, in the illustrated embodiment, the control valve 13 has an influence on the total amount of intake air. Therefore, thé engine is provided with means for restricting the contxol valve 13 so that the control valve 13 is not opened excessively in comparison with the opening ~f the throttle valve 12.
The restricting means is comprised of a rod 61 connecting the arm 12b on the shaft 12a of the throttle valve 12 and the arm 13c on the shaft 13a of the control Yalve 13. ~he rod 61 is connected with the arm 13c through a slot 13d in the arm 13c so a~ to provide a lost motion. Thus, the control valve 13 can be freely moved within the extent of the opening of the throttle valve 12 but cannot be moved beyond the extent.
Referring to the operation of the engines described above, it will be noted that the control valve 13 is maintained in the open position when the engine is stationary since the diaphragm 15b is under influence of the spring 15g only and suction pres~ure is not applied thereto. Thus, the control valve 13 does not disturb fuel ~OZll~
to flow along the wall surface of the pa~sage 8 when the engine is being cranked for starting.
As soon as the engine is started, a suction pressure is produced in the auxiliary intake pa~sage 11 downstream of the throttle valve 12 ~nd the suction pressure is transmitted throu~h the pas~age 16 to the suction pre~sure chamber 15c of the diaphragm device lS. The suction preqsure is also applied to the switching valve 18 so that the atmospheric pressure is applied to the chamber 15d.
Thus, the diaphragm 15b is deflected against the action of the spring lSg to close the control valve 13. The position i~ maintained throughout the light load engine operation.
In this position, substantial part of the intake gas is passed through the auxiliary passage 11 and the nozzle lla into the main passage 8 and therefrom into the combustion chamber 5 at a high speed. In this instance, the minimum opening of the control valve 13 is preferably determined with relation to the nozzle lla so that the flow speed as produced in this instance is greater than the flow speed of the swirl produced in the combustion chamber 5 under a heavy load operation wherein the control valve is in wide open position. More specifically, the minimum opening of the control valve 13 should be less than 20 in terms of the angular position of the valve 13.
It has been found that the high velocity of the intake gas stream is effective to produce an intense swirl and turbulence in the combustion chamber 5 so that a stable lq~OZ~
combustion can be established simultaneou~l~ decxeasing the possibility of m.isfire and incomplete combustion. It is therefore possible to improve fuel economy to a significant extent.
As the throttle valve 12 is opened to provic1e an increased output, the flow of the intake gas through the auxiliary passage 11 is correspondingly increased so that the swirl and turbulence are further intensified. It should be noted, however, that the nozzle lla has a cross-sectional area which is so small that a swirl of a substantial velocity is produced even under the idling operation, so that the flow resistance at the nozzle portion lla is increased in response to an increase in the amount of intake qas through the auxiliary passage 11 to an extent that the improvement oE the fuel economy can no longer be attained.
Therefore, when the engine output is increased to a certain valve, the control valve 13 is opened by means of the diaphragm device 15. Specifically speaking, as the throttle valve 12 is opened, the suction pressure in the passage 11 downstream of the throttle valve 12 is weakened so that the diaphragm 15b is moved under the action of the spring 15g until the decrease in the suction pressure is compensated for. Thus, the control valve 13 is correspondingly opened to decrease the flow through the nozzle lla. If the opening of the control valve 13 is insufficienL, there will be an increased flow resistance in the nozzle lla so that an adverse effect is produced in the fuel economy.
1'~.~0~:18 On the contraxy, if the opening is excessive, there will be less improvement in the combustion of the mixture.
Referring to Figure 13, the curve A shows the relationship between the engine load and the openiny of the control valve 13 under which the problems of the fuel economy and the combustion of the mixture can simultaneously be solved. In the drawing, it will be noted that under a 40 km/H road load condition, the fuel economy can be improved as the opening of the control valve 13 is increased, however, there is an adverse effect on the colbustion stability with the opening greater than 9.
With the opening less than 9~, there will be an increase in the fuel consumption although the combustion can be stabilized. It should further be noted that with the opening of the control valve 13 greater than 35, the swirl and turbulence due to the auxiliary passage 11 does not have any effect on the fuel economy and on the combustion stability. The nature of the curve A will of course depend on specific design of engines.
When the engine is subjected to a substantial load such as when the automobile is climbing a hill, the throttle valve 12 is widely opened so that the suction pressure in the passage. 11 downstream o-f the throttle valve 12 is decreased and the intake pressure approaches the atmospheric pressure. Then, the switching valve 18 functions to open the control valve 13. As the result, a substantial part of the intake gas is allowed to flow through the main intake passage 8. Thus, it is possible 02~1~
to avoid any lo~s due to the control valve 13 and therefore to avoid any increase in fuel consumption.
The invention has thus been shown and described with reference to specific embodiments, however, it should be noted that the invention is in no way limited to the details fo the illustrated structures and described me-thod but changes and modifications may be made without departing from the scope of the appended claims.
Along the main intake passage 8, there is provided an auxiliary intake passage 11 which is connected at one end lS with the main intake passage 8 in the vicinity of the intake valve 9 through an opening directed toward the combustion chamber 5. The auxiliary intake passage 11 has a manually controlled throttle valve 12. The main intake valve 13 in turn has a control valve 13 which is adapted to be controlled in accordance with the load on the engine.
The control valve 13 has a shaft 13a which is secured to an actuating arm 13b connected through a rod 14 with a diaphragm device 15. As shown in Figure 3, the diaphragm device 15 is comprised of a casing 15a and a diaphragm 15b for dividing the inside of the casing 15a into a suction . pressure chamber 15c and an atmospheric pressure chamber 15d. The suction pressure chamber 15c is connected . . . ~ . ,,,, ~ .
through a passa~e 16 with the au~iliary inta'ke passaye 11 down-stream of the throttle valve 12 so that the chamber 15c is applled with an intake suction pressure. The atmospheric pressure chamber 15d is connected through a duct 17 with a pressure responsive switching valve 18 which has a single port 22 subjected to the in-take suction pressure applied through a ,passage 16 and function9 to connect the duct 17 to a suction pressure port 18a when the engine i9 stationary or under a heavy load operation, and to an atomspheric pressure port 18b under a light and medium load engine operations including an idling operation.
The suction pressure port 18a ls connected through a check valve 19 with the auxiliary intake passage 11 in the vicinity of the end adjacent to the cyllnder block 2. It should therefore be noted that the control valve 13 is maintained in the closed position when the suction pressure is greater than -450 l~mHg as shown in Figure 14. As the intake suction pressure is weakened in response to an increase in the engine load, the position of the control valve 13 is determined in accordance with the suction pressure and, when the throttle valve 12 is opened to or close to the full open position, the pressure responsive switching valve 18 is operated due to a decrease in -the intake suction pres-sure so that the duct 17 leacling to the atmospheric pressure chamber chamber 15d is disconnected from the port 18b and connected to the suction pressure port 18a. Thus, the suction pressure is ~ 0;218 now applied to the atmospheric pressure chamber 15d so that the diaphragl5b is moved under the action of a spring 15g to force the control valve 13 to the full open position. It is of course possible to adopt any means other than that described above for controlling the valve 13 in the manner as shown in Figure 14. For example, a conventional diaphragm device such as the one shown in Figure 15(al may be employed with the spring 15g having a non-linear spring coefficient. Any means may be adopted for providing such non~linear spring coefficient. For ilstance, the spring may be o~ a non-uniform pitch or of a non-uniform diameter. In the mechanism shown in Figure 15, a linkage is provided to attain a desired property.
Thus, the arm 13b is associated with a coil spring 13c --15 which cooperate with the spring 15g. The spring 13c has one end` connected with a stopper 10 and the other end connected with the arm 13b 50 that it is moved in response to the movement of the arm 13b across the axis 13a of the arm 13b. It should therefore be noted that the spring 13c functions to bias the arm 13b in counterclockwise direction when said other end is in the left side of the line L-L in Figure 15(b) but in clockwise direction when the other end is in the right side of the line L-L. Thus, when the suction pressure downstream of the throttle valve i5 between -130 and -450 mmHg in the example of Figure 14, the other end of the spring 13c i~ located at the left side of the line L-L under the action of the diaphragm 15b so that the action of the spring 15g on the valve 13 is decreased by the action of the spring 13c.
As the engine load is increased so that the suction pressure is weakened as small as -130 mmHg, the other end of the coil spring is moved from the left side to the riqht side of the line L-L so that the action of the spring 13c is added to the action of the spring 15g whereby the control valve 13 is rapidly opened with a very small decrease of the intake suction pressure. The position of the arm 13b i5 shown in Figure 15(b) by a phantom line.
Referring now to the relationship between the main and auxiliarv intake passages 8 and 11, it will be noted that the auxiliary intake passage 11 is comprised of a nozzle portion lla of a small cross-sectional area which is provided for each cylinder bore 2a, a distribution pa~sage llb connected with the nozzle portions lla and extending in parallel with the direction of the row of the cylinder bores and an inlet portion llc connected with the distribution passage llb and opened to atmosphere through a flowmeter 23 for measuring the flow of the intake air. As shown in Figure 1, the throttle valve 12 is disposed in a valve barrel 20 which is connected with the flowmeter 23 through a connecting pipe 24 made of a resilient material such as rubber.
The main intake passage 8 is connected at its end upstream of the control valve 13 with the auxiliary intake passaqe 11 at a portion downstream of the throttle valve 12. The control valve 13 does not have a substantial z~
effec~ on the amount o~ intake air bUt its pri.maxy function is to con~rol the air through the auxiliary intake passage 11. The control valve 13 is disposed in a valve barrel 43 which has a port 16a for taking out the intake suction pressure downstream of the throttle valve 12 and a passage 51 for introducing recirculated combustion gas from the exhau~t passage 6.
The main intake passage 8 has an expansion chamber 8a which also functions as an intake manifold and is located downstream of the control valve 13. The expansion chamber orimanifold 8a is connected with an intake passage block 8b which has internal passages respectively leading to the combustion chambers 5 and is integrally formed with the aforementioned distributing portion llb of the auxiliary intake passage 11. On the block 8b, there are mounted fuel injection nozzles 25 which are provided one for each combustion chamber 5 although only one is shown in Figure 1.
Referring to Figures 1 and 2, it will be noted that the combustion chamber 5 is of a two-lobed configuration which is known a3 being effective to provide a suish for intensifying the turbulence of gas in the combustion chamber. However, as shown in Figures 4 (a) and ~b), the squish area may be partly omitted in the area located in the direction of discharge from the nozzle portion lla so that the speed of the intake ga3 from the nozzle portion lla is not lessoned or decreased by abutting to the squish area. Where the ignition plug 26 i3 located as (3~8 shown in Figure 4(b), the intake mixture introduced through the intake por~ into the combusiton chamber 5 is circulated counterclockwise as shown by an arrow along the surface of the exhaust valve which is now in high temperature, whereby the fuel particles in the miY.~ure is heated and atomiæed by the exha~st valve 7 before it reaches the ignition plug 26. Thus, the mixture can be ignited without fail and moreover uniform mixing of fuel and air can be established throughout the combustion chamber.
The present invention is not limited to an application to the fuel injection ~ype engine described above but can be equally applied to a normal carburetor type engine.
Referring to Figure 7, there is shown an engine 1 which is lS identical in construction to the engine previously described except the intake system. The engine 1 shown therein comprises an intake system including an intake manifold 41 and a carburetor 42 between which a valve ~arrel 43 for the ~ontrol valve 13.
The carburetor 42 is of a compound type having an upper barrel 42a and a lower barrel 42b which are formed with a primary passage 44 having a manually controlled primary throttle valve 12 and a secondary passage 45 having a secondary throttle valYe 12s. In the primary passage 44, there is provided a choke valve 46 and the passage~ 44 and 45 have fuel nozzles 47. The valve barrel 43 i~ formed with a passage 51 which is adapted to receive combustion gas recirculated from the exhaust passage 6 through an exhaust ga~ recirculation control valve 52. The valve 52 includes a valve section 53 and an actuating section 54, and the actuating section 54 is connected throuyh a passage 55 with a suction pressure ~ource 56.
The suction pressure source 56 is so connected that it receives a suction pres~ure through a check valve 56a. In the passage 55, there is provided a control valve 57 which may be of a known type usually referred to as "EGR
amplifier" and adapted to be operated by signals pressure transmitted through passages 58 and 59. The valve 5~
functions to open the passage 55 in accordance with the pressure signal from the passage 58 so that the valve 52 ls opened except the idling and heavy load operation.
Further, the valve 57 functions to control the opening of the passage 55 and therefore the opening of the valve 52 in accordance with the pre~suxe signal through the passage 59 to thereby requlate the amount of the recirculated combustion gas. The exhaust gas recirculation is not new but it ~hould be noted that the amount of the recirculated combustion gas be controlled in accordance with the operation of the control valve 13.
Figures 6 (a) and (b) show arrangements wherein the distance between the throttle valve 12 and the control valve 13 is decreased so that any increase of the length of the intake system can be avoided. In the arrangements~
the valves 12 and 13 are partially superposed with each other when the both valves are in full open positions. In the arrangement of Figure 6 (a), the valves 12 and 13 have shafts which are transversely offset one from the other, however, in the arrangement of Figure 6 (b), there i5 no such offset.
Referring now to Figure 8 showing another embodiment of the present invention, the engine shown therein i~
distinguishable from the engine shown in Figure 1 in that the main intake passage 8 has an upstream end completely separated from the auxiliary intake passage 11. Thus, in the illustrated embodiment, the control valve 13 has an influence on the total amount of intake air. Therefore, thé engine is provided with means for restricting the contxol valve 13 so that the control valve 13 is not opened excessively in comparison with the opening ~f the throttle valve 12.
The restricting means is comprised of a rod 61 connecting the arm 12b on the shaft 12a of the throttle valve 12 and the arm 13c on the shaft 13a of the control Yalve 13. ~he rod 61 is connected with the arm 13c through a slot 13d in the arm 13c so a~ to provide a lost motion. Thus, the control valve 13 can be freely moved within the extent of the opening of the throttle valve 12 but cannot be moved beyond the extent.
Referring to the operation of the engines described above, it will be noted that the control valve 13 is maintained in the open position when the engine is stationary since the diaphragm 15b is under influence of the spring 15g only and suction pres~ure is not applied thereto. Thus, the control valve 13 does not disturb fuel ~OZll~
to flow along the wall surface of the pa~sage 8 when the engine is being cranked for starting.
As soon as the engine is started, a suction pressure is produced in the auxiliary intake pa~sage 11 downstream of the throttle valve 12 ~nd the suction pressure is transmitted throu~h the pas~age 16 to the suction pre~sure chamber 15c of the diaphragm device lS. The suction preqsure is also applied to the switching valve 18 so that the atmospheric pressure is applied to the chamber 15d.
Thus, the diaphragm 15b is deflected against the action of the spring lSg to close the control valve 13. The position i~ maintained throughout the light load engine operation.
In this position, substantial part of the intake gas is passed through the auxiliary passage 11 and the nozzle lla into the main passage 8 and therefrom into the combustion chamber 5 at a high speed. In this instance, the minimum opening of the control valve 13 is preferably determined with relation to the nozzle lla so that the flow speed as produced in this instance is greater than the flow speed of the swirl produced in the combustion chamber 5 under a heavy load operation wherein the control valve is in wide open position. More specifically, the minimum opening of the control valve 13 should be less than 20 in terms of the angular position of the valve 13.
It has been found that the high velocity of the intake gas stream is effective to produce an intense swirl and turbulence in the combustion chamber 5 so that a stable lq~OZ~
combustion can be established simultaneou~l~ decxeasing the possibility of m.isfire and incomplete combustion. It is therefore possible to improve fuel economy to a significant extent.
As the throttle valve 12 is opened to provic1e an increased output, the flow of the intake gas through the auxiliary passage 11 is correspondingly increased so that the swirl and turbulence are further intensified. It should be noted, however, that the nozzle lla has a cross-sectional area which is so small that a swirl of a substantial velocity is produced even under the idling operation, so that the flow resistance at the nozzle portion lla is increased in response to an increase in the amount of intake qas through the auxiliary passage 11 to an extent that the improvement oE the fuel economy can no longer be attained.
Therefore, when the engine output is increased to a certain valve, the control valve 13 is opened by means of the diaphragm device 15. Specifically speaking, as the throttle valve 12 is opened, the suction pressure in the passage 11 downstream of the throttle valve 12 is weakened so that the diaphragm 15b is moved under the action of the spring 15g until the decrease in the suction pressure is compensated for. Thus, the control valve 13 is correspondingly opened to decrease the flow through the nozzle lla. If the opening of the control valve 13 is insufficienL, there will be an increased flow resistance in the nozzle lla so that an adverse effect is produced in the fuel economy.
1'~.~0~:18 On the contraxy, if the opening is excessive, there will be less improvement in the combustion of the mixture.
Referring to Figure 13, the curve A shows the relationship between the engine load and the openiny of the control valve 13 under which the problems of the fuel economy and the combustion of the mixture can simultaneously be solved. In the drawing, it will be noted that under a 40 km/H road load condition, the fuel economy can be improved as the opening of the control valve 13 is increased, however, there is an adverse effect on the colbustion stability with the opening greater than 9.
With the opening less than 9~, there will be an increase in the fuel consumption although the combustion can be stabilized. It should further be noted that with the opening of the control valve 13 greater than 35, the swirl and turbulence due to the auxiliary passage 11 does not have any effect on the fuel economy and on the combustion stability. The nature of the curve A will of course depend on specific design of engines.
When the engine is subjected to a substantial load such as when the automobile is climbing a hill, the throttle valve 12 is widely opened so that the suction pressure in the passage. 11 downstream o-f the throttle valve 12 is decreased and the intake pressure approaches the atmospheric pressure. Then, the switching valve 18 functions to open the control valve 13. As the result, a substantial part of the intake gas is allowed to flow through the main intake passage 8. Thus, it is possible 02~1~
to avoid any lo~s due to the control valve 13 and therefore to avoid any increase in fuel consumption.
The invention has thus been shown and described with reference to specific embodiments, however, it should be noted that the invention is in no way limited to the details fo the illustrated structures and described me-thod but changes and modifications may be made without departing from the scope of the appended claims.
Claims (6)
1. Method for controlling intake gas in an internal combustion engine which includes main intake passage means leading to combustion chamber means through intake port means, auxiliary intake passage means connected with the main intake passage means adjacent to theintake port means through opening means directed toward the combustion chamber means, manually controlled throttle valve means provided in said auxiliary intake passage means, and control valve means provided in said main intake passage means and adapted to be actuated between minimum and maximum opening positions in accordance with load on the engine, said method being characterized by maintaining said minimum opening position of the control valve means throughout idling and light load operations of the engine and rapidly opening the control valve means whenever engine load has been increased beyond a predetermined value to thereby move the control valve means to the maximum opening position at least under a heavy load engine operation.
2. Method in accordance with claim 1 in which said control valve means is controlled to vary the opening thereof in accordance with engine load in a range of engine load between said predetermined value and a second predetermined value which is lower than the first mentioned value.
3. Method in accordance with claim 1 in which the control valve means is controlled in accordance with intake suction pressure.
4. Method in accordance with claim 2 in which the control valve means is controlled in accordance with intake suction pressure.
5. Method in accordance with claims 3 or 4 in which said intake suction pressure is drawn from the auxiliary intake passage means downstream of the throttle valve means.
6, Method in accordance with claim 1 in which said control valve means is controlled to vary the opening thereof in accordance with engine load in medium load range.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP52140364A JPS6025604B2 (en) | 1977-11-22 | 1977-11-22 | Intake control method for internal combustion engine |
| JP140364/1977 | 1977-11-22 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1090218A true CA1090218A (en) | 1980-11-25 |
Family
ID=15267096
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA316,544A Expired CA1090218A (en) | 1977-11-22 | 1978-11-21 | Methods for controlling intake gas introduced into internal combustion engines |
Country Status (11)
| Country | Link |
|---|---|
| US (1) | US4232640A (en) |
| JP (1) | JPS6025604B2 (en) |
| AU (1) | AU520799B2 (en) |
| BR (1) | BR7807679A (en) |
| CA (1) | CA1090218A (en) |
| DE (1) | DE2850703A1 (en) |
| ES (1) | ES475302A1 (en) |
| FR (1) | FR2409386A1 (en) |
| GB (1) | GB2010962B (en) |
| IT (1) | IT1100341B (en) |
| SE (1) | SE441769B (en) |
Families Citing this family (27)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS554355U (en) * | 1978-06-26 | 1980-01-12 | ||
| JPS569617A (en) * | 1979-07-02 | 1981-01-31 | Toyota Motor Corp | Suction equipment for internal combustion engine with exhaust turbo-charger |
| JPS5618038A (en) * | 1979-07-25 | 1981-02-20 | Yamaha Motor Co Ltd | Low speed combustion improving device for engine with subintake line |
| JPS5627026A (en) * | 1979-08-09 | 1981-03-16 | Yamaha Motor Co Ltd | Suction device of engine |
| JPS57151028A (en) * | 1981-03-12 | 1982-09-18 | Yamaha Motor Co Ltd | Intake control device for engine |
| JPS58122767U (en) * | 1982-02-15 | 1983-08-20 | 日産自動車株式会社 | Internal combustion engine intake system |
| JPS5965515A (en) * | 1982-10-05 | 1984-04-13 | Mazda Motor Corp | Intake apparatus of engine |
| JPS59213922A (en) * | 1983-05-19 | 1984-12-03 | Nissan Motor Co Ltd | Air suction device for internal-combustion engine |
| US4719879A (en) * | 1984-10-23 | 1988-01-19 | Honda Giken Kogyo Kabushiki Kaisha | Intake manifold |
| DE3520559A1 (en) * | 1985-06-07 | 1986-12-11 | Pierburg Gmbh & Co Kg, 4040 Neuss | Device for controlling the intake air and/or the fuel mixture of an internal combustion engine |
| DE3539013A1 (en) * | 1985-11-02 | 1987-05-07 | Vdo Schindling | ARRAY MEASURING ARRANGEMENT FOR AN INTERNAL COMBUSTION ENGINE |
| JPS62214226A (en) * | 1986-03-17 | 1987-09-21 | Mazda Motor Corp | Intake device for engine |
| US4779594A (en) * | 1986-04-25 | 1988-10-25 | Mazda Motor Corporation | Intake system for an internal combustion engine |
| NL8601487A (en) * | 1986-06-09 | 1988-01-04 | Volvo Car Bv | COMBUSTION ENGINE. |
| GB2202276B (en) * | 1987-03-09 | 1991-09-18 | Honda Motor Co Ltd | Intake device for internal combustion engine |
| IT1211445B (en) * | 1987-10-30 | 1989-10-26 | Weber Srl | INTEGRATED DEVICE FORMER AND DOSER OF A MIXTURE OF AIR AND FUEL FOR AN INTERNAL COMBUSTION ENGINE POWERED BY A MULTIPOINTS INJECTION SYSTEM |
| DE4124362A1 (en) * | 1991-07-23 | 1992-08-20 | Daimler Benz Ag | IC engine fuel injection equipment - enables air encirclement of fuel jet with connection to air suction line via suction conduit between two throttle valves |
| US5394846A (en) * | 1993-08-09 | 1995-03-07 | Brunswick Corporation | Throttle body assembly |
| WO1995022687A1 (en) * | 1994-02-22 | 1995-08-24 | Ford Motor Company Limited | Intake manifold system |
| US5669347A (en) * | 1996-07-29 | 1997-09-23 | Ford Global Technologies, Inc. | Intake system for an internal combustion engine |
| JP2000161103A (en) * | 1998-11-24 | 2000-06-13 | Yamaha Motor Co Ltd | Intake air control device for engine |
| JP2000220529A (en) * | 1999-02-01 | 2000-08-08 | Nippon Walbro:Kk | Evaporator for stratification scavenging engine |
| US6551156B2 (en) * | 2000-07-11 | 2003-04-22 | Sanshin Kogyo Kabushiki Kaisha | Induction system for personal watercraft |
| GB2394255B (en) * | 2002-09-18 | 2005-04-27 | Stihl Ag & Co Kg Andreas | Induction device |
| CN1304502C (en) * | 2004-06-23 | 2007-03-14 | 宁波艾利特科技发展有限公司 | Curing nanometer building paint from fluoride carbon resin at normal temperature and production thereof |
| FR2954413B1 (en) * | 2009-12-21 | 2016-01-01 | Valeo Systemes Thermiques | GAS SUPPLY MODULE OF A MOTOR VEHICLE ENGINE, ASSEMBLY OF A CYLINDER HEAD OF AN ENGINE AND SUCH A MODULE AND THERMAL MOTOR COMPRISING SUCH AN ASSEMBLY. |
| WO2022009840A1 (en) * | 2020-07-06 | 2022-01-13 | 三菱自動車工業株式会社 | Internal combustion engine |
Family Cites Families (14)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US1231886A (en) * | 1912-05-28 | 1917-07-03 | W H Beall | Carbureter. |
| US1799426A (en) * | 1929-01-02 | 1931-04-07 | John R Lang | Fuel-inlet valve |
| FR976359A (en) * | 1948-12-09 | 1951-03-16 | Improvement of the gas mixture in internal combustion engines | |
| FR1469325A (en) * | 1966-02-05 | 1967-02-10 | Moteur Moderne Le | Special device concerning the admission of reciprocating internal combustion engines |
| FR1481528A (en) * | 1966-05-27 | 1967-05-19 | Zenith Carburetter Company Ltd | Device for improving the transfer of the mixture between a carburetor and the combustion chamber of internal combustion engines using volatile fuels |
| GB1229914A (en) * | 1967-09-04 | 1971-04-28 | ||
| FR1542386A (en) * | 1967-11-07 | 1968-10-11 | Volvo Ab | Intake device for internal combustion engines having at least two carburettors |
| US3543736A (en) * | 1967-11-18 | 1970-12-01 | Toyoda Chuo Kenkyusho Kk | Internal combustion engine with subcombustion chamber |
| FR1589565A (en) * | 1968-10-18 | 1970-03-31 | ||
| GB1487603A (en) * | 1973-12-13 | 1977-10-05 | Nippon Soken | Carburetors for stratified charge internal combustion engines |
| JPS517243U (en) * | 1974-06-28 | 1976-01-20 | ||
| JPS5227121Y2 (en) * | 1974-10-22 | 1977-06-21 | ||
| JPS5823499B2 (en) * | 1975-11-14 | 1983-05-16 | トヨタ自動車株式会社 | ninenkikan |
| JPS52115917A (en) * | 1976-03-24 | 1977-09-28 | Nissan Motor Co Ltd | Intake method and intake system device for internal combustion engine |
-
1977
- 1977-11-22 JP JP52140364A patent/JPS6025604B2/en not_active Expired
-
1978
- 1978-11-13 US US05/959,442 patent/US4232640A/en not_active Expired - Lifetime
- 1978-11-20 GB GB7845240A patent/GB2010962B/en not_active Expired
- 1978-11-21 FR FR7832761A patent/FR2409386A1/en active Granted
- 1978-11-21 SE SE7812005A patent/SE441769B/en not_active IP Right Cessation
- 1978-11-21 CA CA316,544A patent/CA1090218A/en not_active Expired
- 1978-11-22 AU AU41792/78A patent/AU520799B2/en not_active Expired
- 1978-11-22 DE DE19782850703 patent/DE2850703A1/en not_active Ceased
- 1978-11-22 IT IT30083/78A patent/IT1100341B/en active
- 1978-11-22 ES ES475302A patent/ES475302A1/en not_active Expired
- 1978-11-22 BR BR7807679A patent/BR7807679A/en unknown
Also Published As
| Publication number | Publication date |
|---|---|
| ES475302A1 (en) | 1979-05-01 |
| IT7830083A0 (en) | 1978-11-22 |
| SE441769B (en) | 1985-11-04 |
| US4232640A (en) | 1980-11-11 |
| IT1100341B (en) | 1985-09-28 |
| GB2010962B (en) | 1982-04-21 |
| AU520799B2 (en) | 1982-02-25 |
| SE7812005L (en) | 1979-05-23 |
| AU4179278A (en) | 1979-05-31 |
| FR2409386B1 (en) | 1983-01-21 |
| JPS5474021A (en) | 1979-06-13 |
| FR2409386A1 (en) | 1979-06-15 |
| DE2850703A1 (en) | 1979-05-23 |
| GB2010962A (en) | 1979-07-04 |
| JPS6025604B2 (en) | 1985-06-19 |
| BR7807679A (en) | 1979-07-31 |
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